Vehicle



H. J. DILLON y June 1l, 1935.

VEHICLE Filed Sept. 18, 1933 5 sheets-sheet 1 1N VENTOR.

H. J. DILLON June 11, 1935..

VEHICLE Filed sept. 18,1953 s sheets-snapt 2 vH. J. DILLON June l1, 1935.

VEHICLE Filed Sept. 18, 1933 5 Sheets-SheetV 3 INVENTOR.

ff' EY.

//.9 909 BY WW M /05 04- /0/ //5 d l m Patented June 11,1935

UNITED vSTATES PATENT OFFICE VEHICLE yKllugh Joseph Dillon, Detroit, Mich. Application September 18, 1933, Serial No. 689,805

15 Claims.

My invention relates to vehicles in .which a single driving axle is' driven bya'pair of independently operated engines; and the objects of my improvement are, rst, to 'provide a y vehicle having a single driving axle driven' by a pair of independently orseparately operated engines; second, to provide a` vehicle having a single driving axle provided with a pair of driving gear assemblies which are independently mounted in the single driving axle; third, to provide al vehicle having a lsingle driving axle provided With a plurality of driving'gear mechanisms of different' driving ratios; fourth, to provide a vehicle capable ofV being driven by means of a single driving Wheel assembly; and ifth, to provide a vehicle with driving means arranged to operate without the employment of diiferential mechanism voperatively 4connected with the driving Wheels thereof.

I attain `these objects by mechanism illustrated in the accompanying drawings, in Whichzl Figure 1 is a plan View of the vehicle; Fig. 2, a side View of the vehicle with one-of its rear Wheels partially disclosed; Fig. 3," a perspective View of the frame assembly; Fig. 4, a sectional view of the lvehicleon theline 4 4, Fig.'1;v Fig. 5, a side view of one ofthe pairs of pinions and ring gears of the driving axle assembly; Fig.- 6, a side view of the other of the pairs of pinions yand ring gears of the driving a'xleassembly; Fig. "I, a partial vertical section through the intake mechanism of one of the engine assemblies; Fig. 8, a transverse sectional view of the main frame member land with the throttlecontrol pedals or vlevers mounted thereon together with a yportion of the pedal` or lever forcentrolling the operation of theair brake system and a portion of the steering gear; Fig. 9; a vertical section through a portion of the driving axle assemblyV taken on the line 9-'-9, Fig. 1; Fig. 10, awpartial plan 'view' of? the vehicle When used as a six wheel unit; Fig. 11, a side View of the vehicle4 as disclosed in Fig.` 10; and Fig. 12, a vertical section through the front engine supports and the main frame member. Similar numerals refer I to similar parts throughout the several views.

It is to be understood thatthe vehicle hereinafter to be described is provided with many units'similar to those disclosed and claimed in my application for Vehicle, Serial No. 681,851, filed July 24, 1933, some of these units being namely, the engine assemblies and their accessories, transmissions, .propeller shafts and their mountings, gasoline tanks, air tanks, mufliers, radiators, and the front portion offthe frame assembly. y w

Also the front axle assembly hereinafter disclosed is similar to that disclosed andclaimed in 3;.-5 my application, Serial No. 681,849, filed July 24,

The above mentioned and similar units, which I have been described in detail in the above mentioned applications, Will beV briefly described '.10 herein with suflicient detail to disclose their operative relationship 'in combination with the new and novel features of the vehicle herein disclosed over the vehicle disclosed in the above mentioned applications.

The vehicle is provided with the framev assembly A Which is located so that themain frame member I extends longitudinally'along the center or approximate longitudinal center of the vehicle and may be constructed of Yrolled 20 channel I beam section, as disclosed, with a main vertical Web 2 and the integral flanges 3 and 4 extending transversely therefrom at the top and bottom of the frame member I.

The frameassembly A is provided with the rear cross members 8 and 8A which may also be each provided With the vertical web 9 and the flangesv I0 and II extending therefrom and may be secured -to the flange 3 of the frame member I by Welding, riveting, or other suitable 130 or similar means, the rear cross members 8 and A-being preferably located at points slightvlyahead'and slightly behind the center of the rear axle assembly C. The front cross member I2 may also be provided with the vertical web I3 and lthe upper and lower *flanges` I4 and I5 extendingk therefrom and may'besecured to the flange 3 of the frame member `I Iby Welding, riveting, or other suitable or similar means, the front cross member I2 being preferablylocated directly overthe center of the` front axle assembly E.

The-lower flange I5 of the frame. cross memjber `I'is provided with the curved or depressed surfaces IIr and I'Iv for receiving and engaging similar surfaces on the housings I8 and I9 of the engine assemblies .F and G.

The frame cross member I2 mayv be further provided with the curved, or depressed Asurfaces 2Q and ZI for receiving and engaging the `^fend-v ers 22 and 23 which may be suitably vsecured thereto. lf

I The bumper member 2E is suitably secured to the front portion of the frame membery Ifand is ,provided with the angularly positioned or rear- Wardly inclined portions 28 which may be so located as to conform with the shape or outline of the cab unit which is disclosed and claimed in my application for United States patent, Serial No. 681,850, led July 24, 1933. 4

The rearwardly inclined portions 28 of the bumper 26 are connected at their rear extremities with the members 29 and 3i) which extend to and are suitably connected with the frame member I asv-bywwelding or other suitable means.

Thelhousings AI8 and I9 of the engineassemblies F and G are provided with curved surfaces which engage and t with the similar surfacesv I6 and I1 of the frame cross member I2 and .are

supported therein by the inner brackets which are suitably secured to theweb'fof ithe main frame member I, said inner brackets 35 being further suitably securedto the inner supporting arms or portions 31 of the iengine '.orbell housings 33 and 34. Y V"I-he housings 4:Ill and 'I8 of theengineassem- *blies Fkan'd G are further supported in the curved surfaces I6 andl I1 of the front cross member -I-Z by the outer support brackets 39 which "aregsuitablv-sec'ured to the lower flange VI5 of the ffront' cross member I 2, ythev outer' supportbrackets 39 being further suitably secured to -the youter lsupporting -arms or portions '4I of the'eng'ine ori-bell housings #i3-and 34. The en- 'g'ine'assemblies F; and G are thus located and 'mounted Ao njeachfouter side vofthe main or` cenlftralframefmem'ber 'I and each of `said engine jassembliesF'and"G-arerendered readily remov- `'ablefrom theirmouritings without lifting over theusual side rails of afconventional frameassemblyn which'a'pairof side rails are located jatthe extreme outerjsides of a frame assembly. 'Theienginefassemblies 'F and G arefurther 'supported at `their yfront portions byk the -brack et member 13, whichmay 'be constructed i in one *piece;and`s`traddle imounted-overthe main -frame member ^I, as disclosed in Fig.y 12, the vbracket member 43 'being `suitably f secured to the Liiange 3,k the bracket Ymember "5,3 being provided with the A'downwardly*extendingportions '44 which are :in turn provided fwith the portions 45 'which :may 'extend 'under the crankshaft extensions 4 6' fof the engine "assemblies F-and'fG to ysupport `the "blocks or members 141, which \may be Y'construoted Vof 4resilient 'materiah such as rubber composition or `.similar material, theblocks V41- engagingthelugs'll'S'which-may be formed integrally with 'orfsuitablygattached to the -forward ,portions of `the 'housings of 7the engine jass'em- )blies 'F `and 1G, `the 'portions 45, `the blocks 41 and the lugs *418 'being secured "together vrby the *bolts "4'9 andthe nuts 59, 'which-when removed Vpermitthe frontportions of the engine assemblie'sfF 'and'G to beireadily'removed `from their supported@positions lin 'a similar `manner as above 'described vrelative `to 'the yrear *support mechanism vof the engine assemblies Fand `G. `The^ brackets52 maybeused-to supportk the por- ,tions *'45 .of fthe jbrackets *43, the brackets 52 being I,provided with the iange Iportions "53 `for suitable attachment fto 'the `web V2, the brackets Y52 .being furtherprovided withthe portions '54 'ior connecting'to the portions 45 vof the brackets' "4 3by welding or other suitable means, the bolts {9Lbeing adapted tofurther extend through the 'portions '54.

JIt isto be notedthat the engine assembliesl .Frand G, 'by'the above described lmechanism, wllllbe supportedin Vangularpositions relative to one another and 'to the `mainframe'member 1I,

gular positions of the engine assemblies F and G will provide suicient room or `passage therebetween to permit ,the operator or driver of the vehicle to enter and pass between the engine as- :seniblies F and G,vto a drivers seat within a cab enclosure which is disclosed and claimed in the above mentioned application -for United V:.tatespatent :Serial No. 681,850.

The fronty axle assembly E herein disclosed is oftheftypeldisclosedand claimed intabove mentionedfapplication for United States patent for Spring and axle construction for vehicles, Serial ."No. y.681,849 and comprises .ra 'pairhf vaxle `:beam ymembers 16| `fand 'I3 4.connected at itheir .ends iby therbracket :members 293 oniwhich are rpvotally supported the spindle 'members v6.4 :whichzoperatively .support ithe' zwlmel assemblies II and J Y.

*which vare `l.provided 'with ithe front Wheels 85 andthe brake drumsil;

The front; spring *62 Yis located lbetwcen the Vaxle .beam members 6;I .fand y'I3 and 'extends transversely .to :themain .fframe member,y I and 4is :connected Yto the ibracket1members=3 by the shacklese. Y

The afront -spring-..62 Tisfconnected at the `spring `seatii bythe spring clips 69,:and the-spring seat: E8 .is .pivotallyrmounted i onthe pin -1 B `which is suitablysecur'ed 'm xthe'bracketgzH which is suitably ;-secured ito fthe-.lower :flange "A, -of .the

r.mainiframelmemller` I.

' The torque memberm iis Tpr'dv'idd with-:the

`upper fandzlower ange poi-tions "lrllwhichrare secured Ito :the raxle abeam members BI and :13

by the bolts 'I5 and the nuts 16.z ,y .g

The :torquermembervnextends 1 diagonally :and larearvirardly:fromthe axle :beammembers .6I Vand f'I3itovtat point blow'thelower ,anged ofthe, main vframe member rI top.which itiis pivotallyfcon- ,nectedrby the bracket V`1T! which is suitably .supported:onfthelovererzfiange=4.` {Ehefradiator assemblies 1K iand L :are zmounted -in upright .and vertical: positions `at each side: of the -main Eframe :member x I iat :theacenter-of the vehicle, and. are suitablyfsecured :to `:the :upper flanges of the -members 29 @and 30, the :radiator assemblies ,K 'and tLbeing flocated, -relative lto lthe engine assemblies FfandG,-;so as :to-be positioned vadja- ,cent 4to andslightly'ahead I of `the yfans 1,9 `.which are suitably` connected with and :operatively v'driven Vby the pulleys 80 =-which are `suitably 'mounted onp-.the fcrzainkshaitV extensions 4.6, the pulleys and 1thepulle ysfl t'of -the fans I'L9 ,be- :ing operativelyfconnectediby I,the :belts .$52. The radiator assemblies K and L are suitably :conyinectedfat their-upper portions with the cylinder portions^ by theJIeXibIe-hoses and at-their 'lower :portions Hwith the' flower portions 'of -the To further brace 'and support ithe rbumper .'26, Mthe telescopingmembers i133 and 284Lmay :be opv'eratively `connected and .mounted :between -the cross Y member I 2 f and the :members z2 9 :and-30 disclosed in -said application, Serial No. 681,951.

JyIt is tobenotedthatmy invention comprises Atwojseparate `:and indcpendentx engine or motor Jassemblies lF l=a'ndG,for fpower plants, awhich :are

Vso

ynot operatively Vconnected vwith 'each other `through any form of power transmitting units lassembly -A or power plant separately and independently driving one of the pairs of gear mechanism's" in the single driving axle assembly C, both of said power plants being adapted, however, to be operated together, to simultaneously drive the vehicle when desired.

The engine assemblies F and G are respective-- 'ly provided with the clutch housings 9G and .Q'I

suitably supported thereon and enclosing a suitable and conventional type of clutch mechanism which operatively connects the engine assemblies l and G with the transmission assemblies M and' N, which are supportedn on the clutch housings 96 and 91.

The propeller shaft assemblies O and P are respectively operatively connected with and sup ported, at their front ends, on the transmission assemblies M and N and are supported, at their rear ends on the bearing assemblies Q, which are suitably attached to the frame assembly A, the inner races of which are mounted and suitably secured on the extensions 99v of propeller shaft assemblies Oand P. y

` The propeller shaft assembly R is operatively connected with and suitably supported at its front end, on the extension 99, of the' propeller shaft assembly P and is operatively connected with and supported, at its rear end, on the pinion shaft I I4 which is suitably mounted in the drivm ing gear housing IDI of the single driving axle assembly C and operatively engages the ring gear II5 of said driving axle assembly C.

VThe propeller shaft assembly S is operatively connected with and supported; at its front end. on the extension 99 of the propeller shaft assembly O and is operatively connected with and supported at its rearend, on the pinion "shaft I I6 which is suitably mounted in the driving gear housing 102 of the single driving axle assembly C in a manner similar to that disclosed relative to the propeller shaft assembly R, the pinion shaft IIB being suitably mounted in the single driving axle assembly C and operatively engaging the ring gear IIS.

It is to be noted that the driving axle assembly C is not provided with any differential mechanism operatively connected with 4the ring gears II5 and IIS which are suitably and respectively mounted in the driving gear housings IUI and HIZ, the rear driving axle assembly C being pro.- vided with the wheel assemblies U and D and the brake drums Illwhich are operatively driven by the ring gears II"5 and IIB.

' The driving axle assembly C is suitably con nected with the rear springs IM'eachof which is pivotally connected with the bracketV IES, at its front end, and to the shackle IM, at its rrear endsaid shackle |24 being pivotally connected with the bracket |25, the brackets |23 and IE5 Y '5 and 6.

cross members 8 and 8A.and at their'inner ends to the main frame member I, the frame cross members 8 and 8A being reinforced by the frame membersy |26 extendinglongitudinally relative .to and adjacent the springs IM.

Itis to be noted that the driving pinion II4 of the driving axle assembly C will be provided with the same number of teeth as the pinion gear I I6 ofthe driving axle assembly C,r and the ring gear II5 ofthe driving axle assembly C 'will be' provided with a greater number of yteeth than the ring gear H9 of the rear driving axle assembly C, this being clearly diclosed in Figs. An identical number of teeth in the above mentioned pinions and a different number of teeth in the above mentioned ring gears will provide a higher axle driving ratio for the wheel assembly D 'than' will be obtained by the driving pinion I I5 and the ring gear H9 which drive the wheel assembly U. i

It is also to' be noted thatV to operate the vehicle in my invention with the different rear axle ratios, as above disclosed, the engine .assemblies F and G will be governed' to revolve at diierent speeds. The road speed, however, of the rear driving axle and its driving wheel assemblies U and D and the vehicle will be the same, each engine assembly F and. G applying different torque to the rear driving gear mechanisms because of the different ratios in each of the rear driving gear mechanisms as above described.

It is to be understood that the Yhigherand lower ratio mechanisms of the single driving axle assembly may be located as above described with the lower gear ratio mechanism operatively connected with the wheel assembly U or the lower gear ratio mechanism may be operatively connected with the wheel assembly D and the higher gear ratio mechanism then operatively'connected with the wheel assembly U. With the driving gear mechanisms as above described and disclosed in the drawings, the engine assembly G will begoverned to'operate at a lower speedthan the engine assembly F' to compensate for the difference in the gear ratio mechanisms of the single drivingaxle assembly C.

It will thus be seen that the driving power of Vthe engine assemblies F and G will be respectively transmitted through gear mechanisms in lthe transmission assemblies vManel N so Athat either .one 'of 'the two engine assemblies Fand yGr-'may be selectively yoperated to propel the4 ve.-

hicle through'ar` single gear driving mechanism vor both of the engine assemblies F and vG may be operated collectively' to propel the vehicle through both of the driving gear mechanisms of the single "driving axle assembly C.

l" Thuswith 'my invention vone engine assembly "only may be usedto4 vpropel the vehiclewhen it is on level roadways, while' both engine lassemblies maybeused together topropel the vehicle when maximum driving power is needed because etc.v v It will thus be seen that my invention-will provide Ya meansof conserving fuel or gasoline, or

of heavy loads, b'adroadways, or'highway grades,

fl other fuels usedY to operate the engines 'by per- Ymi'tting` the simultaneous driving VAoperation of both of the gear driving'mechanismsin the single driving axle vC only when they are both needed forY heavy or maximum pulling conditions. v n Y It is to be noted that the engine assemblies4 F and G will be operated' entirely separate from one another and will `not be synchronized to 0pcrate. at the; samexspeedszasi has ,beenithe custom :with dual engine vehicles. heretofore.

. In order Ato further 'permit the :engine assemblies F andGtto zbeoperated entirely independent as regards any interconnected powertransmitting 'devicesior'accessory kcontrol units, @the Ytransmission assemblesM andN are eachiprovided with fa' power operated `gear Ashift mechanism Whichmay be of the standard or conventionaldesign, thepower control utilizing either vacuum Vorl air and fbeing controlled :by conventional push button control mechanism, arranged so that each of the transmissionassemblies M andN can'beshifted independently or separately relative to each other and yet be operated simultaneously.

' Also if desired the'power operated gear shiftl'ingfmechanism of the 'transmission assemblies M and`l`lmayv beof` the mechanically operated type, utilizing centrifugal controlV means for shifting the various gear members into mesh and in accordance with the predetermined speed of Vthe vehicle, the flexible shaft control unit |90 Y being disclosed in Fig. l, the clutch mechanism |33 Vand in such mechanismbeing located if desired in the rear portions of the transmission assemblies M and N in a conventional manner.

In order to furth'enprovide for the separate ycontrol of the engine assemblies F and G, the

speedl controlf governors `|33 and |341wi1l ybe suitably mounted at the. rear of the transmission assemblies (M and N'to loperate the exible shaft mechanism |85 or similar or suitably mounted members-connecting the speed control governors |34 respectively with the governing throttle 4|35, which may be located' in the housing |86 suitably connected with intake manifolds |35 of the engine assembliesyand suitably connected between the carburetors |31 and the manifolds |36, fthe intake manifolds |36 being suitably located in a fore and aft direction relative to the cylinders 55 and alsol suitably located relative to the longitudinal center of the-,bores of the cylinders 55.

The flexible shafts or similarly connected mechanism thus provide a driving connection between `the ycontrol governors |33 and |34, thus being controlled Iby the'speed of the vehicle to further control the operation of the engine at the desired operating speed thus enabling one of the assemblies F or` G tofrun idle if desired, while the other of the engine assemblies is -still pulling at full power.

It 'is to be noted that the vehiclev -will be requipped with two independent air brake sys- Vtems in which the air compressors I 40 and |39 will be respectively and operatively mounted on the engine assemblies F and G,'the compressors the air control Valve |94 which is suitably andr further connected by the .pipes or tubings`|45 4and |46 to the air diaphragms |41 which are suitably mounted on the single` driving axle assembly C and by suitable linkage further operate in a conventionalmanner, the suitablyy mounted brake mechanisms enclosed inthe brakedrums |03.

renligne .of the air brakes inthe abrake system Vof The air control valve 4,94 `is ifurther .suitably connected Iby :means of the Apipes 'or vtubings |52 and |53 tothe vair diaphragms |54 which are suitablyiand operatively mounted von thefront axle assemblyE and are suitably conl nected and adapted by links and shaft members vto operate brake mechanisms enclosedV .withinrthebrake drums 61v of the front axle assembly E.- v

It is thus to be seen Vthat kwith both lofthe engines F and G operating simultaneously or with either one of the engines F an'dG in operation, brake applications may be made on all ofthezfour wheels of the'vehicle simultaneously.

The fuelitanks |64 and |95 maybe suitably supported in a similar compact and protected manner from and adjacent the sides of the main frame member l.

The fuel tanks |64 and v|95 and the air tanks |44 and |93 will be of such size and shape as to provide operating clearance relative 'to the propeller shaft assemblies O, P, R and S.

The steering gear assembly V may be suitably supported from the web 2; of themain frameV member kand may be operatively connected,

by the steering drag link |18, to the steering arm |19 of the front axle as sembly'E, thesteering draglink |18 being operatively connected to the steering geararm |11 of the steering gear assembly V.

The pedal or lever members `203 and 2074 .v-areirespectively provided Withthe pads *.205

and 205 which' are located adjacent one another and also are preferably located in alignment y Vin a `plaire extending transversely relative to longitudinal center of the vehicle to permit the foot ofthe operator of ther vehicleto beplaced in an operative position separately on `either of thevpads 205.or20l' or onboth ofthe pads 205 or 20B simultaneously, thus enabling the operatorrto optionally accelerate or decelerate rone or both of the engine-assemblies'F andG yto control the operation 'of the vehicle.

The pedalsv 203 and 204 are each provided with the bosses or hubs 201 which engage and pivotally operate on the shaft portions '208 of the brackets 209 which maybesecured to the web v2 of the main frame member by the rivets 2|0, the

bosses 201engagin'g and being retained bythe washers 2|2 which are retainedfby the nuts` 2|3 which may suitably engage the Yshaft portions 208` as by threading or similar means The pedals 4203 and 204 are respectively'provided :with the arms2|4 and 2|5 in whichlare to which are suitably connected the `flexible shafts 2|8 and -2|9 ,suitably mounted Iin the ilexible conduits 220 and 22|, the flexible shafts 2|8 vand 2|9 being respectively connecte'dwith the-levers 222` suitably mounted inthe'carbure- Arotatably mounted the members 2|6 and? I1 v` tors |31 of the engine assemblies VF 'and G,`

-and operatively connected with 'thefuel throtgtles 223 Aof the carburetors |31,`the lever Aarms -222.each being provided Ywith the 'rotatably ymounted members224 for operatively connecting with the flexible-shafts 2|8a'nd 2M).`

The pedal or lever member 225,.provlided with the pad 226, may bey pivotally'mounted zon Ythe main frame member in a mannerlsimilar. to the pedal or lever members 203 and '204 :and is operatively connected with the air control yvalve |94 to permit manualcontrolofthezapplication the vehicle.

.The transmission assemblies Mand N are respectively provided With the. propeller 'shaft brake assembliesv W and X which may be operatively mounted in a rconventional Way on kthe transmission assemblies Mand N and Will be operatively connected together .iby a suitably mounted shaft 221, which may extend through the main frame ymember and be further operatively connected With the brakeV lever 228 by the rod 229 and by suitable leverfmechanism, the hub portion of which is indicated at 230,l the brake lever 22S being suitably and `operatively mounted on the main frame member l, both oit the propeller shaft brake assemblies being capable of being operated simultaneously by the brake lever `22B. c y

,The muier assemblies Y and Z may be mounted at the rear end of the main frame member and in a manner similar to that disclosed relative to the air tanks |44 and |93, the muilier assemblies Y and Z being mountedbetween the flanges 3. and, d of the frame member I and are respectively connected, by the muffler pipes 23| and 232 with the exhaust portions of the engine assemblies F and G, the muffler assemblies Y andZ being respectively provided with the tail pipes 233rand 234.

It is also tobe further noted thatvone only of the transmission assemblies M or N will be provided with a conventional free 'Wheeling` mechanism, the transmission assembly provided.v

with said free Wheeling mechanism being the one that is operatively.connected with the driving gear mechanism having the lower` gear ratio mechanism,v the transmission assembly M thus being, inthe vehicle as disclosed, theone provided with said free wheeling mechanism.

It is thus to be noted that with one only of the transmission assemblies, namely M, thus bye-Y F continuing to drive the driving wheels U/andin turn the vehicle, Vuntil the road speed fallsV below a predetermined yamount at Which time the engine assemblyY G Will again automatically resume its driving operation of the vehicle in conjunction. with the engine as semblyf. It is,y

to be noted vthat my invention will thus provide means for utilizing automatically one or both of the engine assemblies F and G to most `economically drive the vehicle according to the load and speed requirements of the vehicle.

Itis to be noted that the single rear driving v axle assembly C will be provided with the pair of driving. gear mechanisms suitably and respectively mounted in the driving gear housings and |02, one of 'the driving gear mechanisms l being operatively connected with and'for driv ing the wheel assembly D, the other'of the driv-` ing gear Amechanisms being operatively connect-r ed `with and for driving the Wheel assembly U. It is also to be noted that neither of said driving gear mechanisms of the singlej axle assembly CY are provided with any differential gear mechanism conventionally used to operatively connect a pair of driving Wheel assemblies; and alsok that there is no driving shaft or similar ldriving means yoperatively connected betweengthe driving gear mechanisms, this being clearly disclosedinkFig. 9.` The.driving gearhousings |0|and |02 are connectedlby the housingor tubular member Which extends Within and is suitably connected Withsaidhousings |0| and |02 Vvvhichare in turn suitably connected Withxthe end housings `If it isvdesired to usethe` labove -mentioned driving means in a six wheel vehicle, the.- axle` assembly CA is installedin conjunction with the driving axle assembly C as disclosed in Figs. j. and 11, the axle assemblies C andCA being Suitably securedv to the brackets 40 byfthe springs |22 and 253, by the spring clips 12, the spacer. members 83A and the nuts 92, the brackets 4,0 being pivotally mounted on the shafts 88 which.

are suitably secured in the brackets 40 which are in turn suitably secured to the rear frame cross member 93 which may be preferably located directly over the center between the driving axle assembly C andthe trailing axle Aassembly CA in a manner similar to that -disclosed in the above mentioned applicatiomserial No. 68l, 85l.

AVThe springs253vand |22 maybe pivotallyconnected to the brackets |29 andill3, said bracketsl being suitably secured together around the housings vof the axle assemblies C' |29 and and; CA. 1

The air brake conduit members vWill be suitably extended to connect With air diaphragms lfl'IA on the axle assembly CA which is provided With the Wheel assemblies UA and DAsaid Wheel assemblies UA andv DA being provided with the brake drums |03A in which are suitablyv mounted brake ymechanisms operated by the above disclosed air brake mechanisms.

Iwclaim: 1. In` a vehicle, the combination of a single driving axle assembly suitably mounted, said driving axle assembly being provided With a pair of driving gear mechanisms eachhaving ardiff ferent driving speed ratio than the other of'said f `driving gearmechanisms, a' pair of engine as semblies suitablymounted, one of said engine assemblies only being operatively connected with each of said driving. gear mechanisms of said single driving axle,y and means for controlling each rof said engineeassemblies to loperate vat a diferentspeed from the other of said engine assemblies Whenthe vehiclegis being driven in a straight ahead direction. a l

2.-In'y avehicle, the combination of apair of engine assembliesV suitably mounted, means for controlling said engines tooperate at diierent rates of speed when the vehicle is moving in a straight ahead direction, a single driving axle suitablymounted and provided with-a pair `of independently operated driving gear mecha-l nisms having different gear reduction ratios, a Y, pair of Wheel assemblies each operatively convnected With one of said driving gear ,mecha-- nisms, and means for controlling theoperation of one only of said pair of engine assemblies kto operate oneonly of said pair of Wheel assemblies Yto drive the vehicle.

3. Ina vehicle, the combination of a single reduction-V gear mechanisms each having a fdif' -driving axleasscmbly provided With a paire-of gears suitably mounted and-operatively'engagingeazcli'f'nf` said ring gears;r a pairlof: engine assemblies' operatively connected-with said! pinion gears-,- and means for permittin'glfreef wheelingL 4. In afvehicle, the combination splined portions of said ring `gearseaclri' of--saidff shaft Vmembers-being operatively connected-with one of said 'driving wheel assemblies,` pinion operation of one of said pinionfg'earsfandone of saidring gears lwhile bcth--of-said-pairs ofengineassembliesvare operatingi y 5. In a` vehicle, the combinationf-of a' single driving Vaxle-assembly suitablyy mounted and provided'with-a pair of reduction g'earmechanisms, one of said reduction gear mechanisms having 1 a slower driving speed ratio than the other of saidreduction gear mechanisms, a pair of en-A gine assemblies suitably mounted and governed to? operate-at different rates of speed, power transmissionlmeans operatively connecting each lof said engine assemblies with one only ofsaid reduction gearv mechanisms, and free wheeling mechanism` suitably mounted and forming a portionv of said power transmission means operatively connecting the reduction gear mecha- .nism havingthe slower driving speed ratio, with one of said-'engineassemblies tofpermit the engine assembly; operatively connected with vthe reduction gear mechanism-having the-slower driv-A ing speed ratio, to operate without exerting a driving effort, relative to said reduction gear mechanism having the slower driving speed ratio, when the vehicle has attainedaA predetermined-'road speed.

6.? In a` vehicle, the combination-of aA single4 axle assembly comprising a pair of axle driving mechanisms, one of saidaxle driving mechanismshaving a slower drivingspeed ratiothan the other ofsaid pair of axle driving'mecha'- nisms;` a pair of power units for driving said `axledriving mechanisms, said pair of power unitsVV beingy adapted toV operate atfdiflerent speeds; each of said pair ofgpower unitsfbeing operatively connected with oneonly-of saidpair off axle driving mechanisms, andk free wheeling mechanism operatively connected with one of saidpair of power units and with said axle driving mechanism having the slower driving speed ratio, said free wheeling vmechanism permitting saidaxle driving mechanism having the slower' driving speed ratio to operate without exertingf a drivingv eiTort when the vehicle has attained-a predetermined speedi 1 '7; Inf av vehicle, thel combination of a singlev axle assembly'v comprising a pair ofaxle driving mechanisms, a pair of power units operatively connected with said pairV orl axle driving mechanisms of ther single axle? assembly, and? means comprising `a freezwheeling mechanism, said means being' operatively connected with` one univ-1 ci said pair orV power unitsk and. one only.l

of f said pair' of'axle driving mechanisms of'the single axle assembly to enable said Vone, of said axle drivingv mechanisms of the single axle assembly to be operatedwithoutl exerting al driving effort when thevehi'cle has attained a predetermined speed.

8. In alvehicle having a frame assembly comprising a main frame member extending longitudinally at the approximate center of the vehicle, the combination of a single` driving axle assembly ,connected with the frame assembly and' provided with arpair of driving gear mechanisms oppositely disposed relative to said'main frame member and having different reductionk gear mechanisms, said driving axle assembly being located substantially at the rear portionV of the vehicle, va steering axle assembly connected with the frame assembly, said steeringI axle `assembly beinglocated substantially at the front portion of the vehicle, a pair of engine assembliessupported onopposite sides of said main frame member, said pair of engine assemblies being located adjacent said ysteering axle assembly at the front portion of thev vehicle, means for controlling Ysaid pair of engines `to operate atdifferentspeeds when the vvehicle is travelling in a straight ahead direction, and:

power transmission means operatively connecting each of said engine assemblies with onel only of driving gear mechanisms of said single driving axle assembly. i f

9. In a vehicle havingy a main frame member located at the longitudinal center thereof,

the combination ofv a drivingfaxle connected 'i With saidl main frame member and having ra pair of gear reduction driving mechanisms oppositely disposed relative to said main frame;

member, a pair of engine assemblies each operatively connected with one -of said gear reduction driving mechanisms, means for controlling said engine' assemblies to operate at different Vrates of speed, and a free Wheeling mechanism operatively''connected between one of said engineassemblies and one of said gear reduction' driving mechanisms;

1,0.Y In a vehicle providedwith a sole'pair of driving wheel assemblies, the combination of a pair of means fordeveloping driving torque simultaneously, andmeans for transmitting driving torque from each of' said pair `ofA means" to one only of saidsolepair` of driving wheel" assemblies, said-'last mentioned meanscompris'ing an overrunning mechanism operatively connected with^one only'ofsaid pair of means' and one only of said driving wheel assemblies" to permitthe other of Ysaid pair of `m`eans only't'o develop driving torque to drive the, other of said -sole pair of driving wheel assembliesit'o drive the Vehicle. v

1=1.- In a vehicle, the combination of 'a' single driving axle assembly provided with a pair of' reduction gear mechanisms each having a different reduction gear ratio f or driving' the vehiclein a; straightvr aheady direction, driving means suitably mounted andoperatively connected withI the' pair of 'reduction` gear `mecha- 'j nisms` of: said single driving axle' assembly,

'means' for controlling said driving means to drive saldi-reduction` gear mechanisms at a-common speed,` andover'runningi mechanism opera-v tively.- connectedwith said driving means andL` one' only" of' said rduction gear -mechanisms to prevent ai portionv ofy the drivingtorque 'developedby' said` driving meansl from i being trans-j mitted toi one-of-y saidlreduction gearfm'echanisms and to permit all of the driving torque developed by said driving means to be transmitted to the other of said reduction gear mechanisms to drive the vehicle.

12. In a vehicle, the combination of a pair of engines, a single driving axle provided with a pair of reduction gear mechanisms, a pair of power transmitting means operatively connecting each of said pair of engines with one only of the reduction gear mechanisms of said single driving axle, and free wheeling means operatively connected with one only of said pair of engines and that portion only of said means operatively connecting said one of said pair of engines with said one of the reduction gear mechanisms of said single driving axle.

13. In a vehicle, the combination of a single driving axle mounted at the rear portion of the vehicle and provided with a pair of driving Wheels together with a pair of driving gear mechanisms having diierent reduction gear ratios, each of said driving gear mechanisms being connected with one only of said driving wheels, a pair of power plants operatively connected with the driving gear mechanisms of said single driving axle, each of said power` plants being adapted for independent operation relative to the other, said pair of power plants being mounted at the forward portionl or the vehicle, transmission assemblies mounted on and operatively connected with each of said power plants and each provided with governing mechanisms, speed governing means mounted on each of said power plants for controlling said power plants to operate at different speeds to drive the vehicle at a given speed in a straight ahead direction, and driving means connecting each of said speed governing means on said pair of power plants with one of said governing mechanisms of said transmission assemblies.

14. In a vehicle, the combination of an axle provided with a pair of reduction gear mechanisms mounted therein and having different gear ratios, a pair of driving Wheels mounted on said axle, driving shafts operatively connected with each of said reduction gear mechanisms and one of said driving wheels to enable said reduction gear mechanismsl to drive said wheels, a pair of engines operatively connected with said pair of reduction gear mechanisms and adapted to drive said reduction gear mech` anisms at different speeds to operate said driving wheels at a common speed, a pair of clutches each operatively connected with one of said pair of engines and one of said reduction gear mechanisms, and free Wheeling mechanism operatively connected with one of said pair of engines and one of said reduction gear mechanisms to enable one of said pair of engines to drive one only of said pair of reduction gear mechanisms to drive the vehicle without declutching said".

pair of engines mounted on and oppositely disf posed about said main frame member, a pair of clutches each operatively connected with one of said pair of engines, propeller shaft mechanism operatively connecting each of said pair of engines, together with one of said pair of clutches, with one of said reduction gear mechanisms, and free wheeling mechanism operatively connected With one of said pair of engines, together with one of said pair of clutches, and one of said reduction gear mechanisms to enable one of said pair of engines to drive one of said reduction gear mechanisms to drive the vehicle while the other of said pair of engines is operating without driving the other of said reduction gear mechanisms, said driving of the vehicle by one of said pair of engines being accomplished withouty declutching said pair of clutches relative to said pair of engines.

HUGH JOSEPH DILLON. 

